Car structure.



SHEET l.

HEETS- Patented May 6, 1919.

H. c.l PRIEBE.

CAR STRUCTURE.

APPLICATION'FILED P EB. I6. 1918.

H. C. PRIEBE.

CAR STRUCTURE.

APPLlcATlo/N FILED FEB. 16. 191s.

Patented May 6, 1919.

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HERMAN C. PRIEBE, OF BLUE ISLAND, ILLINOIS.

can STRUCTURE.

Specicaton of Letters Patent.

Patented May 6, 1919.

Application filed February 16, 19138. Serial N o. 217,539.

To all whom t may concern.'

Be it known that I, HERMAN C. PRIEBE, a citizen of the United States, residing at Blue Island, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Car Structures, of which the following is a full, clear, concise, and exact description.

,My invention relates to car structures and has a number of objects and advantages in view. My inventionis of particular service in constructing freight cars having wooden center sills in conjunction with which draft gearing may be employed that is ordinarily not usable 1n association with the ordinaryr or standard wooden center sill construction.

A car constructed in accordance with my invention has improved interrelation of metal draft arms with the center sill structure and the draft gearin and in the preferred embodiment of the invention sub center sills are employed which are so related to the main center sills, the draft irons and other parts as to have practically all of the underframing take part in resisting coupler strains.

My invention further contemplatesl the provision of improved means for combining body bolsters with the underframe of the car whereby parts of standard construction may be employed in making the underframe even though body bolsters of varying horizontal width may enter into the car structure.

I will explain my invention more fully by reference to the accompanying drawings showing Athe preferred embodiment thereof and in which Figure 1 is a view, of car construction embodying my invention, this view being taken on line 1-1 of Fig. 4; Fig.

2 is a view on line 2-2 of Fig. 1; Fig. 3 is a view on line 3-3 of Fig, l; Fig. 4 is a view on line 4-4 of Fig. 1; Fig. 5 1s a View, partially in plan- `and partially in section, illus-` trating a modification; Fig. 6 1s a' view` on line 6-6 of Fig. 5; Fig. 7 is a view on line 7-7 of Fig. 5; and Fig. 8 is a perspective view of an abutment block that preferably enters into thel construction.

Like parts are indicated by similar charaoters of reference throughout the different figures. Y

Referring first to the construction shown in Figs. 1 to et inclusive, the underframing of the car structure includes the wooden center sills 1 and the end sills 2. Angle irons 3 are bolted to the center sills by means of bolts 4,

one flange of each angle iron underlying each center' sill and the other flange being sub-` stantially in the same plane with the inner face of the center sill above it. There are four of these angle irons, two extending from each end of the car body inwardly be yond the adjacent body bolster 5. Two subcenter sills 6 are assembled with and disposed beneath the main center sills 1 and the horizontal flanges of the angle irons 3 but do not extend to the ends of the car body. Angle irons 7 are secured to the upright flanges of the angle irons 3 and extend from the outer end of each sub-center sill to a point beyond the body bolster, the horizontal flanges of angle irons 7 underlying the subcenter sills to form with the angle irons 3 pockets that receive the sub-center sills. Bolts 8 may be employed in effecting the assemblyof the main center sills 1 andthe sub-center sills 6. Angular abutment castings 9 are `riveted to the vertical fianges of the angle irons 3 and have engagement with the ends of the sub-center sills. That is, each sub-center sill is interposed between two angular abutment castings 9 thatengage the ends of such sub-center sill. The body bolsters 5 pass beneath the center sills, being assembled therewith by means ofsome of the -bolts 3. The body bolster is in the form of a frame through which the subcenter sills and the angle irons 3 and 7 pass, the bottoms of the main center sills being cut away to accommodate the topside of such body bolster frame.

In order that the body bolsters` may be effectively anchored with respect to the center sills I employ abutment blocks 10, 11iA that engage the transverse edges or faces of the top and bottom ofthe bolster as indicated clearly in Fi. 3, the bottoms of the main center sills being further cut away to accommodate the blocks 10. The blocks 1,0 and 11 are riveted respectively to the horizontal flanges of the angle irons 3 and the horizontal flanges of the angle irons 7 by means of rivets 12, 13 that are passed through holes in the blocks and corresponding holes in said angle iron iianges. These holes, in the angle iron flanges are generally in fixed locations.

Body bolsters of different kinds vary in horizontal width and in order that the blocks 10 and 11 of standard construction may be employed, they are preferably made as ,illustrated in Fig. 8, each block having holes 14 therethrough located at unequal dise of the blocks whereby the spaces between i the blocks 10 and the spaces between the blocks 11 may be selectively varied to suit the horizontal width of the employed body bolster.

In the construction shown in Figs. 5 to 7 inclusive, the body bolster is of a solid type necessitating the formation of each sub-center sill in sections-61, 62, the adjacent ends Vof each pair of alined sub-center sill sections 61, 62 abutting against the web of the body bolster interposed therebetween, each web portion of the body bolster thus in effect constituting a continuation of the sub-center sill structure.V In the construction shown in Figs. 5 to 7 inclusive, the main center sills need not be hollowed out to accommodate any part of the body bolster and the blocks 10, there being preferably no blocks 11 in this modification. The adjacent ends of the alined sections 61 62 of each sub-center sill are desirably recessed and hollowed out to accommodate the body bolster interposed bctween these sections and the blocks 10 that engage the top side of such body bolster. In the modification the main center sills 1 are faced upon their inner and bottoni sides by angle irons 31 to the bottom flanges of which the blocks 10 are preferably riveted. With this construction the angle irons 7 are desirably not used.

The vertical flanges of the angle irons 3 carry, upon their inner faces and at the ends of the car, the cheek plate castings 15, these castings being riveted to the angle irons 3; the rivets at the inner ends of these castings also passing through the abutment castings 9. These castings 15 are provided with key ways 16 that are co-eXtensive with and constitute continuations of the key ways 17 in the vertical flanges of the angle 'irons 3.

Keys or followers 18, 19 pass through the key ways or slots 16, 17 and may be spreadv apart by the coiled springs 2O that tend tomaintain the follower 18 at the outer ends of the key ways 16, 17 and the follower 19 at the innerv ends of the inner key ways 16, 17. The followers or keys 18, 19 pass through blocks 21, 22, these followers having snug sliding lit with these blocks. Some of the springs 20 are interposed between opposing ends of the blocks 21, 22. I have illustrated a `coupler whose stem 23 is provided with a coupler butt 24 engaging the outer end of the outer block 21. The coupler yoke 25 is attached tothe coupler stem andv engages the inner end of' the inner block 22. By this arrangement the inner follower 19 may be moved outwardly when the coupler is subject to sufficient pulling strains and the outer follower 18 may be moved inwardly when the coupler is subject to sufficient pushing strains. These pushing strains are resisted by virtue of the engagement of the inner follower 19 with the cheek plates 15. The inner follower is held against inward movement not only at the inner ends of the cheek plates 15 but also by the abutment castings 9. These abutment castings are buttressed by the sub-center sill structure which therefore also resists the pushing strains upon the coupler. These pushing strains are also resisted by the angle irons 7 if they be employed.

The cheek castings 15 are desirably pro-. vided with upwardly extending noses 2G that engage the inner faces of the center sills 2 whereby the end sills take part in resisting the pulling strains upon the couplers. As the angle irons 3 and 7 are directly fastened to the sub-center sills the blocks 10 and 11 together with the body bolster interposed therebetween also take part in resisting the pulling and pushing strains upon the couler.

While I have herein shown yand particularly described the preferred embodiment of my invention I do not wish to be limited to the precise details of construction shown as changes may readily be made without departing from the spirit of my invention, but having thus described my invention I claim as new and desire to secure by Letters Patent the following l. A car structure including main center sills; angle irons secured to said center sills and having horizontal flanges underlying said center sills and upright flanges projecting downwardly from said center sills; a sub-center sill structure underlying the main center sills and said horizontal angle iron flanges; and additional angle irons secured to the aforesaid upright angle iron flanges and having flanges underlying the sub-center sill structure.

A car structure including main center sills; angle irons secured to said center sills and having horizontal flanges underlying said center sills and upright flanges projecting downwardly from said center sills; al

sub-center sill structure underlying the main center sills and' said horizontal angle iron flanges; abutments secured to said angle iron flanges and engaging the ends of the sub-center sill structure; and additional angle irons secured to the aforesaid upright angle iron flanges and having flanges underlying the sub-center sill structure.

3. A car structure including main center sills; angle irons secured to said center sills and having horizontal flanges underlying said center sills and upright flanges projecting downwardly from said center sills; a sub-center sill structure underlying the main center sills and said horizontal angle iron flanges; additional angle irons secured to the aforesaid upright angle iron iianges and having ianges underlying the sub-center sill structure; and cheek plates secured to said u right`angle iron fianges.

f1, A car structure including main center sills; angle irons secured to said center sills and having horizontal flanges underlying said center sills and upright fianges proj ecting downwardly from said center sills; a sub-center sill structure underlying the inain center sills and said horizontal angle iron fianges; abutnients secured to said angle iron flanges and engaging the ends of the sub-center sill structure; additional angle irons secured to the aforesaid upright angle iron flanges and having flanges underlying the sub-center sill structure; and cheek plates secured to said upright angle iron fianges.

5. A car structure including inain center sills; angle irons secured to said center sills and having horizontal angcs underlying said center sills andupright flanges projecting downwardly from said center sills; a sub-center sill structure underlying the main center' sills and said horizontal angle iron flanges; additional angle irons secured to the aforesaid upright angle iron flanges and having flanges underlying the sub-center sill structure; cheek plates secured to said upright angle iron flanges; and having noses at their outer ends; and end sills engaged by said noses.

6. A car structure including main center sills; angle irons secured to said center sills and having horizontal flanges underlying said center sills and upright fianges projecting downwardly from said center sills; a subcenter sill structure underlying the main center sills and said horizontal angle iron fianges; abutments secured to said angle iron flanges and engaging the ends of the sub-center sill structure; additional angle irons secured to the aforesaid upright angle iron flanges and having flanges underlying the sub-center sill structure; cheek plates secured to said upright angle iron flanges; and said cheek plates having noses at their outer ends; and end sills engaged by said noses.

In witness whereof I hereunto subscribe my naine this 13th day of February, A. D.

HERMAN C. PRIEBE.

Copies of this patent may be obtained for ve cents each, by addressing' the Commissioner of Patents, Washington, D. G. 

